If you have specific knowledge of where crank pinning originated, I would like to hear it.

My understanding of it is that it was a fix that came about specifically for HC's and their tappered/diamond dust fit lower SC pulley and the associated failures that happened to a certain number of cats.

Any crank I've ever dealt with (admittedly not many but more than a few...) has been keyed. This seems to be the logic that was applied in this fix.

Is it really this simple or is there more to the history than that?

Are there other engines out there that are utilizing this fix?

I'm aware of two versions of the fix, one that I'll refer to as "radial" and one as "axial' (one arrangement is in "radial-shear", the other in "axial-shear").

I've got an initial opinion that I'd like to share with everyone here, but I need to get a bit more back ground before I go spouting off at the pie-hole.

EDIT:

For those that don't know, this train of thought isn't just a random thought or by someone who doesn't know his *** from a hole in the ground. I've got more than a few years experience and schooling to back up what I suspect is at hand here. It's not to brag, but only to qualify myself in an internet setting where I could be just ANY idiot versus my particular brand of idiot...

I can't claim to know anything about the history of pinning cranks. But the LS community have been doing it for a long while on their Supercharged motors. It's certainly not something new just for the Hellcat. I know the Mopar community adding aftermarket S/C have been pinning too. That's about all I know.

If it's been around for so long I don't see why it's not being done at the factory. Seems like it'd be a smallish cost for much added insurance on warranty claims. Those engines that have been replaced under warranty were way more expensive than a small pin or 2

If you have specific knowledge of where crank pinning originated, I would like to hear it.

My understanding of it is that it was a fix that came about specifically for HC's and their tappered/diamond dust fit lower SC pulley and the associated failures that happened to a certain number of cats.

Any crank I've ever dealt with (admittedly not many but more than a few...) has been keyed. This seems to be the logic that was applied in this fix.

Is it really this simple or is there more to the history than that?

Are there other engines out there that are utilizing this fix?

I'm aware of two versions of the fix, one that I'll refer to as "radial" and one as "axial' (one arrangement is in "radial-shear", the other in "axial-shear").

I've got an initial opinion that I'd like to share with everyone here, but I need to get a bit more back ground before I go spouting off at the pie-hole.

EDIT:

For those that don't know, this train of thought isn't just a random thought or by someone who doesn't know his *** from a hole in the ground. I've got more than a few years experience and schooling to back up what I suspect is at hand here. It's not to brag, but only to qualify myself in an internet setting where I could be just ANY idiot versus my particular brand of idiot...

Click to expand...

BULL what is on your mind? we may all be wondering the same thing. i am an exceptional idiot and can provide testimony of that fact..

I'd be curious to hear about this as well. For example the edelbrock kit has you pin the crank as well. Why didn't Dodge? Who knows. I would think that the way they designed it is stout enough when installed properly. But if those few engine that has problems had the wrong torque applied to the crank bolt, then that would explain why some slipped. Is it a common failure or trend? I wouldn't think so. Is it an isolated case involving a handful of motors? Sure. If you're running everything stock i would go with there design being acceptable. If you are modding, different pulley etc, then i can't see the harm in pinning.

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